EP0483764A1 - Stufenloses Riemengetriebe - Google Patents

Stufenloses Riemengetriebe Download PDF

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Publication number
EP0483764A1
EP0483764A1 EP91118432A EP91118432A EP0483764A1 EP 0483764 A1 EP0483764 A1 EP 0483764A1 EP 91118432 A EP91118432 A EP 91118432A EP 91118432 A EP91118432 A EP 91118432A EP 0483764 A1 EP0483764 A1 EP 0483764A1
Authority
EP
European Patent Office
Prior art keywords
pulley
input shaft
stationary
output shaft
pulley half
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP91118432A
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English (en)
French (fr)
Other versions
EP0483764B1 (de
Inventor
Kouhei K.K. Honda Gijutsu Kenkyusho Ohzono
Toshiyuki K.K. Honda Gijutsu Kenkyusho Yumoto
Masayuki K.K. Honda Gijutsu Kenkyusho Fuchino
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Honda Motor Co Ltd
Original Assignee
Honda Motor Co Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Honda Motor Co Ltd filed Critical Honda Motor Co Ltd
Publication of EP0483764A1 publication Critical patent/EP0483764A1/de
Application granted granted Critical
Publication of EP0483764B1 publication Critical patent/EP0483764B1/de
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H57/00—General details of gearing
    • F16H57/04—Features relating to lubrication or cooling or heating
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H37/00—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00
    • F16H37/02—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings
    • F16H37/021—Combinations of mechanical gearings, not provided for in groups F16H1/00 - F16H35/00 comprising essentially only toothed or friction gearings toothed gearing combined with continuous variable friction gearing

Definitions

  • the field of the present invention is belt-type continuously variable transmissions comprising an input shaft connected to an engine and driven by the engine, an output shaft disposed in parallel to the input shaft and connected to driving wheels, a drive pulley comprised of a stationary pulley half and a movable pulley half which are carried on the input shaft, a driven pulley comprised of a stationary pulley half and a movable pulley half which are carried on the output shaft, and an endless belt connecting the drive pulley and the driven pulley, the stationary and movable pulley halves of the pulleys being arranged in a diagonal relationship with one another.
  • Such a belt-type continuously variable transmission is conventionally known, for example, from Japanese Patent Application Laid-open No.47560/88.
  • the drive pulley mounted on the input shaft and the driven pulley mounted on the output shaft are interconnected by the endless belt, and the input and output shafts are interconnected by a backward gear train.
  • the output shaft is rotated in the same direction as the input shaft through both the pulleys by operation of the forward clutch and a hydraulic coupling serving as a starting clutch, while the output shaft is rotated in the opposite direction from the direction of rotation of the input shaft through the backward gear train by the operation of the backward clutch and the hydraulic coupling serving as the starting clutch.
  • the above prior art belt-type continuously variable transmission has a disadvantage that a space within a transmission case cannot be effectively utilized, resulting in an increased size of the continuously variable transmission, because all of the hydraulic coupling, the starting clutch, the backward clutch and the backward gear train are disposed on one side of the drive and driven pulleys, and an oil chamber for moving the movable pulley half of the driven pulley is also disposed on the same side.
  • a belt-type continuously variable transmission comprising an input shaft connected to an engine and driven by the engine, an output shaft disposed in parallel to the input shaft and connected to driving wheels, a drive pulley comprised of a stationary pulley half and a movable pulley half which are carried on the input shaft, a driven pulley comprised of a stationary pulley half and a movable pulley half which' are carried on the output shaft, and an endless belt connecting the drive pulley and the driven pulley, the stationary and movable pulley halves of the pulleys being arranged in a diagonal relationship with one another, wherein the transmission further includes a forward- and backward-movement switchover mechanism disposed adjacent the stationary pulley half of the drive pulley on the input shaft for transmitting a driving force from the engine to the drive pulley, and a starting clutch disposed adjacent the stationary pulley half of the driven pulley on the output shaft for transmitting the rotation of
  • the movable pulley halves of the drive and driven pulleys are moved axially of the input and output shafts with a variation in reduction ratio and therefore, a mechanism and a space for such axial movement are required, resulting in a larger axial size of the movable pulley halves than the axial size of the corresponding stationary pulley halves on the mating shaft. For this reason, in a condition in which the drive pulley on the input shaft and the driven pulley on the output shaft are opposed to each other, dead spaces are created outside of the stationary pulley half of the drive pulley on the input shaft and outside of the stationary pulley half of the driven pulley on the output shaft.
  • the forward- and backward-movement switchover mechanism is disposed by utilizing the dead space provided adjacent the stationary pulley half of the drive pulley on the input shaft, and the starting clutch is disposed by utilizing the space provided adjacent the stationary pulley half of the driven pulley on the output shaft, the forward- and backward-movement switchover mechanism and the starting clutch can be disposed in a more compact layout.
  • a power transmitting system in this embodiment is connected to an engine horizontally disposed at a front portion of a vehicle body.
  • an intermediate plate 4 is fixed by a bolt 5 within a transmission case 3 whose left and right surfaces are covered with a flywheel case 1 and a side cover 2, respectively.
  • An input shaft 6 and an output shaft 7 are supported in parallel by the transmission case 3 and the intermediate plate 4.
  • a flywheel 10 is secured to a right end of a crankshaft 8 of the engine and has, on an outer periphery thereof, a ring gear 9 which is meshed with a pinion (not shown) of a starter motor.
  • the flywheel 10 and a left end of the input shaft 6 are interconnected through a damper 11.
  • a shank portion 13 a of a stationary pulley half of a drive pulley 18 is carried on an outer periphery of the input shaft 6 with two needle bearings 12 interposed therebetween and is supported at its left and right ends by a ball bearing 14 mounted on the intermediate plate 4 and by a roller bearing 15 mounted on the transmission case 3.
  • a movable pulley half 17 is carried on an outer periphery of the shank portion 13 a of the stationary pulley half 13 for axial movement and non-rotation relative to each other.
  • the drive pulley 18 is constituted by the right-hand stationary pulley half 13 and the left-hard movable pulley half 17.
  • the output shaft 7 is supported by a roller bearing 19 mounted on the intermediate plate 4 and by a ball bearing 20 mounted on the transmission case 3 and is integrally provided at its central portion with a stationary pulley half 21 of a driven pulley 24.
  • a movable pulley half 23 is carried on the output shaft 7 for axial movement and non-rotation relative to each other with a ball bearing 22 interposed therebetween.
  • the driven pulley 24 is constituted by the left-hand stationary pulley half 21 and the right-hand movable pulley half 24.
  • the stationary pulley half 13 of the drive pulley 18 is opposed to the movable pulley half 23 of the driven pulley 24, while the movable pulley half 17 of the drive pulley 18 is opposed to the stationary pulley half 21 of the driven pulley 24, with the result that the stationary pulley halves 13 and 21 and the movable pulley halves 17 and 23 are arranged in a diagonal relationship with one another.
  • An endless belt 27 comprised of a large number of push blocks 26 mounted on two straps 25 is wound around the pulleys 18 and 24.
  • An oil chamber 29 for moving the movable pulley half 17 toward the stationary pulley half 13 is defined by a partition member 28 by which the shank portion 13 a of the stationary pulley half 13 a of the drive pulley 18 is supported and by a flange 17 a formed around an outer periphery of the movable pulley half 17.
  • a spring 30 is mounted in a compressed manner in the oil chamber 29 for providing an initial load between the drive pulley 18 and the endless belt 27.
  • An oil is supplied into the oil chamber 29 through an inner feed pipe 31 inserted into the input shaft 6 from its right end, an oil passage 6 a defined in the input shaft 6, an oil passage 13 b defined in the shank portion 13 a of the stationary pulley half 13, and an oil passage 17 b defined through the movable pulley half 17.
  • the canceller 34 and the oil chamber 29 communicate with each other through an oil passage (not shown) provided in the partition member 28.
  • An oil chamber 36 for moving the movable pulley half 23 toward the stationary pulley half 21 is defined by a partition member 35 supported at the right end of the output shaft 7 and by a flange 23 a formed around an outer periphery of the movable pulley half 23.
  • a spring 37 is mounted in a compressed manner within the oil chamber 36. Oil is supplied into the oil chamber 36 through a feed pipe 41 inserted into the output shaft 7 from its right end, an oil passage 7 a defined in the output shaft 7, and an oil passage 23 b defined through the movable pulley half 23.
  • a canceller piston 38 having an outer periphery carried on a tip or leading end of the flange 23 a includes a sealing member 39 which comes into sliding contact with an inner periphery of the canceller piston 38.
  • the oil is supplied into a canceller 40 defined between the canceller piston 38 and the partition member 35 through an oil passage 7 b defined in the output shaft 7 and an oil passage 35 a provided in the partition member 35.
  • a forward- and backward-movement switchover mechanism 42 for transmitting the rotation of the input shaft 6 in the same direction or opposite direction.
  • the forward- and backward-movement switchover mechanism 42 comprises a sun gear 43 having 40 teeth and spline-connected to the input shaft 6, a clutch outer 46 which is carried on the right end of the input shaft 6 with a needle bearing 44 interposed therebetween and on an inner periphery of which a ring gear 45 having 80 teeth is formed, and four pairs of planetary gears 48 and 49 which are carried on a disk carrier 47 spline-connected to the right end of the shank portion 13 a of the stationary pulley half 13, and the planetary gears 48 and 49 of each pair are meshed with each other.
  • One of planetary gears 48 is meshed with the sun gear 43, while the other gear 49 is meshed with the ring gear 45.
  • a multi-plate clutch 50 is disposed within the clutch outer 46 for bringing the sun gear 43 and the clutch outer 46 into engagement with "each other when a vehicle is to be moved forward.
  • An oil chamber 52 is defined on the right side of a clutch piston 51 axially slidable carried within the clutch outer 46, while a return spring 53 is mounted in a compressed manner on the left side of the clutch piston 51.
  • pressurized oil is supplied into the oil chamber 52 through an oil passage 54, an outer feed pipe 55 disposed within the input shaft 6, an oil passage 6 b defined in the input shaft 6, and an oil passage 46 a defined in the clutch outer 46.
  • a multi-plate brake 56 is disposed between an outer periphery of the clutch outer 46 and the transmission case 3 for coupling the clutch outer 46 and the transmission case 3 to each other when the vehicle is to be moved backward.
  • a brake piston 57 is axially slidable carried in the transmission case 3 to surround the clutch outer 46 and has an oil chamber 59 provided there behind and supplied with the pressure oil through an oil passage 58.
  • the brake piston 57 includes arcuate urging portions 57 a at three circumferential points thereof, respectively, and a return spring 60 supported on a plurality of guide projections 57 b provided between the urging portions 57 a .
  • a multi-plate type starting clutch 61 mounted at the left end of the output shaft 7 comprises a clutch center 64 carried on the output shaft and a clutch outer 62 spline-connected to the output shaft 7 with a pair of needle bearings 63 interposed therebetween.
  • a large number of friction plates are interposed between the clutch outer 62 and the clutch center 64.
  • a clutch piston 65 and a canceller piston 66 are disposed within the clutch outer 62.
  • An oil chamber 67 is defined "between the clutch outer 62 and the clutch piston 65 for bringing the starting clutch into an engaged state, and a canceller 69 is defined between the clutch piston 65 and the canceller piston 66.
  • a return spring 68 for the clutch piston 65 is mounted in a compressed manner within the canceller 69.
  • An inner feed pipe 70 and an outer feed pipe 71 are coaxially inserted into the left end of the output shaft 7, so that the pressure oil supplied from between the inner and outer feed pipes 70 and 71 is supplied into the oil chamber 67 through an oil passage 7 c defined in the output shaft 7 and an oil passage 62 a defined in the clutch outer 62.
  • an orifice defining member 72 is disposed in an oil passage 7 d centrally defined in the output shaft 7, so that the pressure oil supplied from the inner feed pipe 70 is passed through the orifice defining member 72.
  • the pressure oil passed through an orifice 72 a in the orifice defining member 72 is supplied through an oil passage 7 e defined in the output shaft 7 and an oil passage 64 a defined in the clutch center 64 into an annular oil supply chamber 92 which is defined between the clutch center 64 and the canceller piston 66 by a pair of sealing rings 90 and 91.
  • the oil supply chamber 92 communicates with the inside of the clutch outer 62 through a large number of oil supply ports 64 b provided along an outer periphery of the clutch center 64, while the inside of the clutch outer 62 communicates with the outside of the starting clutch 61 through a large number of oil discharge ports 62 b provided along the clutch outer 62. This ensures that the oil in the oil supply chamber 92 is introduced through the oil supply ports 64 b into the clutch outer 62, where it equally cools the friction plates increased in temperature by friction heat and is then discharged through the oil discharge ports 62 b to the outside of the starting clutch 61.
  • the oil for cooling the clutch outer 62 is discharged promptly through the oil discharge ports 62 b to the outside by centrifugal force, thereby promoting the new supply of oil into the clutch outer 62 and providing a further improved effect for cooling the friction plates.
  • the pressurized oil passed through the orifice 72 b is also supplied to the canceller 69 through an oil passage 7 f defined in the output shaft 7 and an oil passage 66 a defined in the canceller piston 66 and is further passed through oil passages 7 d and 7 g to lubricate a sliding portion of the movable pulley half 23 and passed through an oil passage 7 h to lubricate the endless belt 27.
  • a reduction shaft 75 is carried on the flywheel case 1 and the intermediate plate 4 with a ball bearing 73 and a roller bearing 74 interposed therebetween, respectively and comprises a first intermediate gear 76 and a second intermediate gear 77.
  • An output gear 78 integrally formed on the right end of the clutch center 64 is meshed with the first intermediate gear 76, and the second intermediate gear 77 is meshed with a final gear 81 mounted on a gear box 80 of a differential 79.
  • Reference numeral 82 in Fig.1 indicates an oil pump drive gear mounted at the left end of the input shaft 6. Driving of an oil pump (not shown) by the oil pump drive gear 82 ensures not only that an oil pump having a diameter different than that of an oil pump mounted on the input shaft 6 can be used but also that the freeness of layout of the oil pump can be increased.
  • reference numeral 83 indicates a speedometer gear mounted around an outer periphery of the gear box 80 of the differential 79.
  • a driving force of the engine is transmitted from the crankshaft 8 through the damper 11 to the input shaft 6, but when both of the multiplate clutch 50 and the multi-plate brake 56 of the forward- and backward-movement switchover mechanism 42 are in their disengaged states, the rotation of the input shaft 6 is not transmitted to the drive pulley 18. If the pressurized oil is supplied to the oil chamber 52 in the multiplate clutch 50 through the oil passage 54, the feed pipe 55, the oil passage 6 b and the oil passage 46 a in this condition, the clutch piston 51 is moved leftward to cause the engagement of the multi-plate clutch, so that the clutch outer 46 having the ring gear 45 is integrally coupled with the sun gear 43 spline-connected to the input shaft 6.
  • the driven pulley 24 is driven through the endless belt 27 to rotate the output shaft 7 carrying the driven pulley 24.
  • the pressurized oil is supplied into the oil chamber 67 through the feed pipe 71, the oil passage 7 c and the oil passage 62 a to permit the engagement of the starting clutch 61 from this condition, the clutch outer 62 and the clutch center 64 are integrally coupled with each other. This permits the rotation of the output shaft 7 to be transmitted through the output gear 78 integrally formed on the clutch center 64 and the first and second intermediate gears 76 and 77 integrally formed on the reduction shaft 75 to the final gear 81 of the differential 79 to drive left and right front wheels to move the vehicle forward.
  • the carrier 47 is rotated in a direction of an arrow d , i.e., the sun gear 43 is rotated in an opposite direction, by a reaction force received by the planetary gears 49 from the ring gear 45.
  • the rotational speeds of the sun gear 43 and the carrier 47 are the same as each other, because the numbers of teeth of the sun gear 43 and the ring gear 45 are of 40 and 80, respectively.
  • the engagement of the multi-plate brake 56 causes the input shaft 6 and the drive pulley 18 to be rotated in the opposite direction, and the output shaft 7 to which the rotation thereof is transmitted through the endless belt 27 is also rotated in the opposite direction from that described above. Therefore, if the starting clutch 61 is brought into its engaged state, the vehicle is moved backward.
  • the starting clutch 61 is mounted independently from the multi- plate clutch 50 and the multi-plate brake 56 of the forward- and backward-movement switchover mechanism 42 as described above and therefore, it is possible to provide a smooth starting performance and a smooth forward- and backward-movement switchover performance.
  • the multi-plate clutch 50 of the forward- and backward-movement switchover mechanism 42 is used as a starting clutch, it is required to supply a large amount of lubricating oil in order to insure a smooth starting performance. If doing so, however, there is a disadvantage that the multi-plate clutch 50 has a reduced disengaging performance.
  • both the supply of the oil to the multi-plate clutch 50 of the forward- and backward-movement switchover mechanism 42 and the supply of the oil to the starting clutch 61 are conducted through the feed pipes 55 and 71 and hence, the need for the sealing ring is eliminated, ensuring that the friction of an oil sealing portion can be minimized during a usual travelling in which the forward- and backward-movement switchover mechanism 42 is integrally connected with the input shaft 6 and the starting clutch 61 is integrally connected with the output shaft 7.
  • the pressurized oil is supplied through the feed pipe 41 and the oil passages 7 a and 23 b to the oil chamber 36 defined behind the movable pulley half 23 of the driven pulley 24, so that the movable pulley half 23 is moved to a position closest to the stationary pulley half 21.
  • the pressure oil is supplied through the feed pipe 31 and the oil passages 6 a , 13 b and 17 b into the oil chamber 29 defined behind the movable pulley half 17 of the drive pulley 18, while at the same time, the pressure applied to the oil chamber 36 in the driven pulley 24 is reduced.
  • the effective radius of the drive pulley 18 is gradually increased, while the effective radius of the driven pulley 24 is gradually decreased, thereby decreasing the reduction ratio of the belt type continuously variable transmission.
  • the centrifugal hydraulic pressure applied to the oil chamber 29 in the drive pulley 18 is compensated by the centrifugal hydraulic pressure applied to the canceller 34 communicating with the oil chamber 29, and the centrifugal hydraulic pressure applied to the oil chamber 36 in the driven pulley 24 is compensated by the centrifugal hydraulic pressure of the oil supplied through the oil passages 7 D and 35 a to the canceller 40.
  • the canceller piston 32 of the drive pulley 18 and the canceller piston 38 of the driven pulley 24 are designed to move leftward and rightward within widths of the corresponding partition members, so that a decrease in lateral sizes of the movable pulley halves 17 and 23 and a sufficient cancel led hydraulic pressure can be insured.
  • the pressurized oil supplied from the feed pipe 70 inserted into the left end of the output shaft 7 is reduced through the orifice 72 a in the orifice defining member 72 and then supplied through the oil passages 7 e and 64 a into the starting clutch 61 to lubricate and cool the friction plates.
  • a portion of the pressurized oil reduced through the orifice 72a in the orifice defining member 72 is supplied through the oil passages 7 f and 65 a into the canceller 69 in the starting clutch 61 to compensate for the centrifugal hydraulic pressure applied to the oil chamber 67.
  • a portion of the pressurized oil reduced through the orifice 72 a is passed from the oil passage 7 d through the oil passage and 7 g to lubricate the sliding surfaces of the movable pulley half 23 and the output shaft 7 and also passed from the oil passage 7 d through the oil passage 7 h to lubricate the endless belt 27.
  • all of the supply of oil to the oil chamber 67 in the starting clutch 61, the canceller 69 and the friction plates, the supply of oil to the sliding portion of the driven pulley 24 and the supply of oil to the endless belt 27 are conducted through the inside of the output shaft 7 and hence, an oil supply system therefor can be extremely simplified.
  • the stationary pulley half 13 of the drive pulley 18 is smaller in axial size than the movable pulley half 23 of the driven pulley 24 and therefore, a space is provided outside (rightward) of the stationary pulley half 13.
  • the stationary pulley half 21 of the driven pulley 24 is smaller in axial size than the opposed movable pulley half 17 of the drive pulley 18 and therefore, a space is provided outside (leftward) of the stationary pulley half 21.
  • the forward- and backward-movement switchover mechanism 42 is disposed by utilizing the space outside of the stationary pulley half 13 of the drive pulley 18, "and the starting clutch 61 is disposed by utilizing the space outside of the stationary pulley half 21 of the driven pulley 24. Therefore, a reduction in size of the transmission case 3 is achieved by effectively utilizing the internal space in the transmission case 3.
  • the drive pulley 18 and the driven pulley 24 can be previously assembled by mounting the intermediate plate 4 to the transmission case 3, leading to an enhanced assembleability.
  • the use of the intermediate plate 4 also ensures that matching of the case is only at the opposite right and left ends of the transmission case 3, not only leading to a reduced chance of leakage of the oil, but also leading to an increased thickness of the transmission case 3 to provide an enhanced rigidity thereof.
  • the shank portion 13 a of the stationary pulley half 13 of the drive pulley is supported on the intermediate plate 4 and the transmission case 3 with the ball bearing 14 and the roller bearing IS interposed therebetween, and the input shaft 6 is carried on the inner periphery of the shank portion 13 a
  • the movable pulley half 17 is carried on the outer periphery of the shank portion 13 a
  • the forward- and backward-movement switchover mechanism 42 is disposed on the input shaft 6, it is possible to support the input shaft 6, the drive pulley 18 and the forward- and backward-movement switchover mechanism 42 by merely two bearings 14 and 15 leading to a simplified structure.
  • the disposition of the starting clutch 61 on the output shaft 7 ensures that the support bearing for the starting clutch 61 can be omitted, leading to a reduced number of parts.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Transmissions By Endless Flexible Members (AREA)
  • Transmission Devices (AREA)
  • General Details Of Gearings (AREA)
EP91118432A 1990-10-29 1991-10-29 Stufenloses Riemengetriebe Expired - Lifetime EP0483764B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
JP291513/90 1990-10-29
JP2291513A JP2687041B2 (ja) 1990-10-29 1990-10-29 ベルト式無段変速機

Publications (2)

Publication Number Publication Date
EP0483764A1 true EP0483764A1 (de) 1992-05-06
EP0483764B1 EP0483764B1 (de) 1996-06-26

Family

ID=17769864

Family Applications (1)

Application Number Title Priority Date Filing Date
EP91118432A Expired - Lifetime EP0483764B1 (de) 1990-10-29 1991-10-29 Stufenloses Riemengetriebe

Country Status (5)

Country Link
US (1) US5176579A (de)
EP (1) EP0483764B1 (de)
JP (1) JP2687041B2 (de)
CA (1) CA2054362C (de)
DE (1) DE69120498T2 (de)

Cited By (7)

* Cited by examiner, † Cited by third party
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EP0563941A1 (de) * 1992-03-31 1993-10-06 Mazda Motor Corporation Kraftfahrzeugantriebsaggregat
EP0798492A1 (de) * 1996-03-27 1997-10-01 Honda Giken Kogyo Kabushiki Kaisha Stufenlos verstellbares Getriebe mit metallischem Gliederkeilriemen
WO2001004513A1 (de) * 1999-07-13 2001-01-18 Zf Friedrichshafen Ag Automatgetriebe
NL1010860C2 (nl) * 1997-12-22 2004-07-19 Luk Getriebe Systeme Gmbh Overbrengingsmechanisme.
EP1498639A1 (de) * 2003-07-14 2005-01-19 JATCO Ltd Stufenlos einstellbares Riemengetriebe
EP1862704A2 (de) * 2006-05-30 2007-12-05 Yamaha Hatsudoki Kabushiki Kaisha Motoreinheit und im Grätschsitz zu führendes Fahrzeug
ITBO20090123A1 (it) * 2009-03-03 2010-09-04 Ferrari Spa Veicolo a trazione integrale inseribile

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JP3223241B2 (ja) * 1997-03-17 2001-10-29 本田技研工業株式会社 ベルト式無段変速機
JPH0666154A (ja) * 1992-08-20 1994-03-08 Mazda Motor Corp エンジンの補機駆動装置
JP2878925B2 (ja) * 1993-03-31 1999-04-05 本田技研工業株式会社 ベルト式無段変速機のプーリ側圧制御装置
JP2587774B2 (ja) * 1993-04-21 1997-03-05 本田技研工業株式会社 ベルト式無段変速機の制御装置
US5462492A (en) * 1993-10-06 1995-10-31 Bando Chemical Industries, Ltd. Continuous speed-shifting device
BE1008501A3 (nl) * 1994-07-13 1996-05-07 Vcst Nv Transmissie-eenheid voor motorvoertuigen.
DE19650448B4 (de) * 1995-12-18 2007-02-08 Luk Gs Verwaltungs Kg Antriebseinheit
JP3221311B2 (ja) * 1996-02-29 2001-10-22 トヨタ自動車株式会社 自動変速機の制御装置
JP4096370B2 (ja) * 1997-01-16 2008-06-04 アイシン・エィ・ダブリュ株式会社 無段変速機
JP3955369B2 (ja) * 1997-10-23 2007-08-08 富士重工業株式会社 自動変速装置
US6926632B2 (en) * 1998-09-14 2005-08-09 Albert W. Brown Dual drive continuously variable transmission
JP2002525507A (ja) * 1998-09-14 2002-08-13 エイ．ダブリュー．ブラウン カンパニー インコーポレイテッド 複式駆動無段変速機
JP3518592B2 (ja) 1999-12-14 2004-04-12 三菱自動車工業株式会社 ベルト式無段変速装置
DE10013181A1 (de) * 2000-03-17 2001-09-20 Zahnradfabrik Friedrichshafen Getriebeeinheit
ITTO20010259A1 (it) * 2000-03-30 2002-09-19 Honda Motor Co Ltd Sistema di trasmissione della potenza per veicolo di piccole dimensioni.
DE60008359T2 (de) * 2000-06-30 2004-12-09 Van Doorne's Transmissie B.V. Getriebestruktur
GB2368102B (en) * 2000-10-19 2005-03-09 Gen Motors Corp Transmission decoupling device
JP4006187B2 (ja) 2001-03-08 2007-11-14 ジヤトコ株式会社 変速機ユニット
JP2003120793A (ja) * 2001-10-12 2003-04-23 Honda Motor Co Ltd 作動油等供給装置
JP2004019778A (ja) * 2002-06-14 2004-01-22 Toyota Motor Corp 車両用遊星歯車装置
JP4119215B2 (ja) 2002-10-09 2008-07-16 本田技研工業株式会社 オイルの受け渡し構造
DE10359188A1 (de) * 2003-12-17 2005-07-14 Zf Friedrichshafen Ag Kupplungsbetätigungsanordnung für ein Umschlingungsgetriebe
US7540815B2 (en) * 2005-01-11 2009-06-02 Brown Albert W In-series two chain continuously variable transmission
US20060154761A1 (en) * 2005-01-11 2006-07-13 Brown Albert W Single chain continuously variable transmission
JP2006242244A (ja) * 2005-03-02 2006-09-14 Nissan Motor Co Ltd ベルト式無段変速機
JP4397927B2 (ja) 2006-12-28 2010-01-13 本田技研工業株式会社 自動二輪車用エンジン
JP2008274976A (ja) * 2007-04-25 2008-11-13 Honda Motor Co Ltd 自動二輪車用パワーユニット
JP6217740B2 (ja) * 2013-02-14 2017-10-25 アイシン・エィ・ダブリュ株式会社 動力伝達装置
US11499608B2 (en) * 2019-06-21 2022-11-15 Team Industries, Inc. Integrated launch clutch and drive sheave for steel belt continuously variable transmission
US11543006B2 (en) 2019-06-21 2023-01-03 Team Industries, Inc. Variable torque limiting clutch for a steel belt continuously variable transmission

Citations (4)

* Cited by examiner, † Cited by third party
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EP0073286A1 (de) * 1981-08-11 1983-03-09 FIAT AUTO S.p.A. Getriebe zum Ändern der Geschwindigkeit für Kraftfahrzeuge
EP0096011A1 (de) * 1982-05-28 1983-12-07 FIAT AUTO S.p.A. Kraftfahrzeuggetriebe
US4459872A (en) * 1981-12-28 1984-07-17 Ford Motor Company Clutch actuator
DE3703759A1 (de) * 1986-02-27 1987-09-03 Volkswagen Ag Antriebsanordnung

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US4526061A (en) * 1983-03-18 1985-07-02 Aisin-Warner Kabushiki Kaisha Stepless automatic transmission for motor vehicles
JP2866377B2 (ja) * 1986-05-06 1999-03-08 アイシン・エィ・ダブリュ株式会社 無段変速機
JPS6347560A (ja) * 1986-08-13 1988-02-29 Mazda Motor Corp ベルト式無段変速機
JP2790627B2 (ja) * 1987-04-30 1998-08-27 本田技研工業株式会社 ベルト無段変速機の制御方法および制御装置
JPH0243722U (de) * 1988-09-21 1990-03-26

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EP0073286A1 (de) * 1981-08-11 1983-03-09 FIAT AUTO S.p.A. Getriebe zum Ändern der Geschwindigkeit für Kraftfahrzeuge
US4459872A (en) * 1981-12-28 1984-07-17 Ford Motor Company Clutch actuator
EP0096011A1 (de) * 1982-05-28 1983-12-07 FIAT AUTO S.p.A. Kraftfahrzeuggetriebe
DE3703759A1 (de) * 1986-02-27 1987-09-03 Volkswagen Ag Antriebsanordnung

Cited By (13)

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Publication number Priority date Publication date Assignee Title
EP0563941A1 (de) * 1992-03-31 1993-10-06 Mazda Motor Corporation Kraftfahrzeugantriebsaggregat
EP0798492A1 (de) * 1996-03-27 1997-10-01 Honda Giken Kogyo Kabushiki Kaisha Stufenlos verstellbares Getriebe mit metallischem Gliederkeilriemen
US5800298A (en) * 1996-03-27 1998-09-01 Honda Giken Kogyo Kabushiki Kaisha Metal V-belt type continuously variable transmission
NL1010860C2 (nl) * 1997-12-22 2004-07-19 Luk Getriebe Systeme Gmbh Overbrengingsmechanisme.
WO2001004513A1 (de) * 1999-07-13 2001-01-18 Zf Friedrichshafen Ag Automatgetriebe
US6729990B1 (en) 1999-07-13 2004-05-04 Zf Friedrichshafen Ag Automatic gearbox
EP1498639A1 (de) * 2003-07-14 2005-01-19 JATCO Ltd Stufenlos einstellbares Riemengetriebe
EP1862704A2 (de) * 2006-05-30 2007-12-05 Yamaha Hatsudoki Kabushiki Kaisha Motoreinheit und im Grätschsitz zu führendes Fahrzeug
EP1862704A3 (de) * 2006-05-30 2010-09-08 Yamaha Hatsudoki Kabushiki Kaisha Motoreinheit und im Grätschsitz zu führendes Fahrzeug
US8075432B2 (en) 2006-05-30 2011-12-13 Yamaha Hatsudoki Kabushiki Kaisha Engine unit and straddle type vehicle
ITBO20090123A1 (it) * 2009-03-03 2010-09-04 Ferrari Spa Veicolo a trazione integrale inseribile
EP2228249A1 (de) * 2009-03-03 2010-09-15 FERRARI S.p.A. Fahrzeug mit optional zuschaltbarem Vierradantrieb
US8047322B2 (en) 2009-03-03 2011-11-01 Ferrari S.P.A. Optionally connectable four-wheel drive vehicle

Also Published As

Publication number Publication date
EP0483764B1 (de) 1996-06-26
CA2054362A1 (en) 1992-04-30
CA2054362C (en) 1995-07-18
JPH04165149A (ja) 1992-06-10
DE69120498T2 (de) 1996-10-31
US5176579A (en) 1993-01-05
DE69120498D1 (de) 1996-08-01
JP2687041B2 (ja) 1997-12-08

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